Targa

Targa (pronounced ta-gah)

(1) A model name trade-marked by Porsche AG in 1966.

(2) In casual use, a generic description of cars with a removable roof panel between the windscreen and a truncated roof structure ahead of the rear window.

1966 (in the context of the Porsche): From the Targa Florio race in Sicily, first run in 1906 and last staged in its classic form in 1973.  In many European languages, targa (or derivatives) existed and most were related to the Proto-Germanic targǭ (edge), from the primitive Indo-European dorg- (edge, seam), from the Old Norse targa (small round shield) and the Old High German zarga (edge, rim).  The modern Italian targa (plate, shingle; name-plate; number plate or license plate; plaque; signboard; target (derived from the rounded oval or rectangle shield used in medieval times)) was ultimately from the Frankish targa (shield).  In the Old English targa (a light shield) was also from the Proto-Germanic targǭ and was cognate with the Old Norse targa and the Old High German zarga (source of the German Zarge); it was the source of the Modern English target.  The Proto-Germanic targǭ dates from the twelfth century and “target” in the sense of “round object to be aimed at in shooting” emerged in the mid eighteenth century and was used originally in archery.  Targa is a noun; the noun plural is targas.

1974 Leyland P76 Targa Florio in Omega Navy, Aspen Green & Nutmeg (without the side graphics).

Although, especially when fitted with the 4.4 litre (269 cubic inch) V8, it was in many ways at least as good as the competition, the Australian designed and built Leyland P76 is remembered as the Antipodean Edsel; a total failure.  It was doomed by poor build quality, indifferent dealer support and the misfortune of being a big (in local terms) car introduced just before the first oil shock hit and the world economy sunk into the severe recession which marked the end of the long, post war boom.  It vanished in 1975, taking with it Leyland Australia but it did have one quixotic moment of glory, setting the fastest time on Special Stage 8 of the 1974 World Cup Rally, run on the Targa Florio circuit in Palermo, Sicily.  The big V8 machine out-paced the rest of the field by several minutes and to mark the rare success, Leyland Australia built 488 "Targa Florio" versions.  Available in Omega Navy, Aspen Green or Nutmeg (a shade of brown which seemed to stalk the 1970s), the special build was mechanically identical to other V8 P76s with automatic transmission but did include a sports steering wheel and aluminium road wheels, both intended for the abortive Force 7, a two-door version which was ungainly but did offer the functionality of a hatchback.  In a typical example of Leyland's mismanagement, the Force 7 was being developed just as the other local manufacturers were in about to drop their big two-doors, demand having evaporated after a brief vogue.  Leyland do however deserve credit for their plans to name the luxury version of the Force 7 the Tour de Force. 

Except (usually) those who stick to numbers (Mercedes-Benz the classic example), coming up with a name for a car can be a tricky business, especially if someone objects.  In 1972 Ford of England was taken to court by Granada Television after choosing to call their new car a Granada though the judge gave the argument short shrift, pointing out (1) it was unlikely anyone would confuse a car with a TV channel and (2) neither the city nor the province of Granada in Spain’s Andalusia region had in 1956 complained when the name was adopted for the channel.  The suit was thrown out and the Ford Granada went on to great success.  Ford’s US operation had less success in 1965 when trying to sell the Mustang in the FRG (Federal Republic of Germany, the old West Germany (1949-1990)) because Krupp AG held (until December 31 1979) exclusive rights to the name which it used on a range of trucks.  A Mustang couldn’t be confused with a truck (though some snobby types in France might have suggested otherwise) but Ford’s legal advice was to settle rather than sue so they attempted to buy the rights.  The offer was rebuffed so for years Mustangs in the FRG were sold as the “T-5” which was the car’s project name during its development.  Almost identical to the US version but for the badges, it was one of the most popular US cars sold in Europe, aided by the then attractive US$-Deutsche Mark exchange rate and its availability in military P-X stores, service personnel able to buy at a discount and subsequently have the car shipped back to the US at no cost.

1970 Porsche 914/6: Porsche built the mid-engined 914 exclusively with a targa top.  The 914 was the first of a number of attempts by Porsche’s engineers to convince customers there were better configurations than the rear-engine layout used on the 911 & 912.  The customers continued to demand 911s and it remains available to this day.

1962 Daimler SP250 (née Dart).

The Daimler SP250 was first shown to the public at the 1959 New York Motor Show and there the problems began.  Aware the sports car was quite a departure from the luxurious but rather staid line-up Daimler had for years offered, the company had chosen the attractively alliterative “Dart” as its name, hoping it would convey the sense of something agile and fast.  Unfortunately, Chrysler’s lawyers were faster still, objecting that they had already registered Dart as the name for a full-sized Dodge so Daimler needed a new name and quickly; the big Dodge would never be confused with the little Daimler but the lawyers insisted.  Imagination apparently exhausted, Daimler’s management also reverted to the engineering project name and thus the car became the SP250 which was innocuous enough even for Chrysler's attorneys.  The Dodge Dart didn't for long stay big, the name in 1964 re-used for a compact line although it was the generation made between 1967-1977 which was most successful and almost immediately Chrysler regretted the decision to cease production, the replacement range (the Dodge Aspen & Plymouth Volaré (1976-1980)) one of the industry's disasters.  The name was revived in 2012 for a new Dodge Dart, a small, front wheel drive (FWD) car which was inoffensive but dreary and lasted only until 2016.  The SP250 was less successful still, not even 3000 made between 1959-1964, something attributable to (1) the unfortunate styling, (2) the antiquated chassis, (3) the lack of development which meant there were basic flaws in the body engineering of the early versions and (4) the lack of interest by Jaguar which in 1960 had purchased Daimler, its interest in the manufacturing capacity acquired rather than the product range.  It was a shame because the SP250's exquisite 2.5 litre (155 cubic inch) V8 deserved better.  

Lindsay Lohan with Porsche 911 Targa 4 (997), West Hollywood, 2008.  The Targa was reportedly leased by her former special friend, DJ Samantha Ronson (b 1977).

Sometimes though, numbers could upset someone.  Even in the highly regulated EEC (European Economic Community, the origin of the European Union (EU)) of the 1960s, a company in most cases probably couldn’t claim exclusive rights to a three number sequence but Peugeot claimed exactly that when Porsche first showed their new 901 in 1963.  Asserting they possessed the sole right to sell in France car with a name constructed with three numbers if the middle digit was a zero, the French requested the Germans rename the thing.  It was the era of Franco-German cooperation and Porsche did just that, announcing the new name would be 911, a machine which went on to great things and sixty years on, remains on sale although, the lineage is obvious, only the odd nut & bolt is interchangeable between the two.  So all was well that ends well even if the French case still seems dubious because Mercedes-Benz had for years been selling in France cars labelled 200 or 300 (and would soon offer the 600). Anyway, this time, it was the project name (901) which was discarded (although it remained as the prefix on part-numbers) and surviving examples of the first 82 cars produced before the name was changed are now highly prized by collectors.

Sometimes however, the industry uses weird names for no obvious reason and some of the cars produced for the JDM (Japanese domestic market) are, to Western ears, truly bizarre though perhaps for a Japanese audience they’re compellingly cool.  Whatever might be the rationale, the Japanese manufacturers have give the world some memorable monikers including (1) from Honda the Vamios Hobio Pro & the That's, (2) from Mazda the Titan Dump, the Scrum Truck & the Bongo Brawny, (3) from Mitsubishi the Super Great, the eK-Classy, the Town Box, the Mirage Dingo Teddy Bear & the Homy Super Long, (4) from Suzuki the Solio Bandit & the Mighty Boy, (5) from Toyota the Royal Lounge Alphard, (6) from Subaru the Touring Bruce, (7) from Nissan the Big Thumb, the Elgrand Highway Star & the Cedric and (8) from Cony, the Guppy.

1964 Porsche 901 (left), 1968 Porsche 911L Targa (soft window) (centre) and 1969 Porsche 911S Targa (right)

Compared with that lot, Porsche deciding to call a car a Targa seems quite restrained.  Porsche borrowed the name from Targa Florio, the famous race in the hills of Sicily first run in 1906 and where Porsche in the 1950s had enjoyed some success.  Long, challenging and treacherous, it originally circumnavigated the island but the distance was gradually reduced until it was last run in its classic form in 1973 although in even more truncated form it lingered until 1977.  The construct of the name of the Targa Florio, the race in Italy from which Porsche borrowed the name, was Targa (in the sense of “plate” or “shield” + Florio, a tribute to Vincenzo Florio (1883-1959), a rich Sicilian businessman, automobile enthusiast and scion of a prominent family of industrialists and sportsmen; it was Vincenzo Florio who in 1906 founded the race.  Porsche won the race seven times between between 1963-1970 and took victory in 1973 in a 911 Carrera RSR, the car which in its street-legal (the Carrera RS) form remains the most coveted of all the 911s.

1968 Triumph TR5 with “Surrey Top”.

Porsche had since the late 1940s been building roadsters and cabriolets but while the 911 (then known internally as Project 901) was under development, it was clear US regulators, in reaction to a sharply rising death toll on the nation’s highways, were developing some quite rigorous safety standards and a number of proposals had been circulated which threatened to outlaw the traditional convertible.  Thus the approach adopted which, drawing from the company’s experience in building race cars, essentially added a stylized roll-over bar which could accommodate a detachable roof-section over the passengers and a folding rear cover which included a Perspex screen (the solid rear glass would come later).  Actually, the concept wasn’t entirely novel, Triumph introducing something similar on their TR4 roadsters (1961-1967) although their design consisted of (1) a half-hard top with an integral roll-bar & fixed glass rear window and (2) two detachable (metal & vinyl) panels which sat above the passengers.  Customers universally (and still to this day) referred to this arrangement as the “Surrey Top” although Triumph insisted only the vinyl insert and its supporting frame was the “Surrey” while the rest of the parts collectively were the “Hard Top kit”.  The targaesque top was also available on the TR5 (1967-1969; a de-tuned version sold in North America as the TR250) with twin carburetors replacing the Lucas mechanical fuel-injection used in most other markets, the more exotic system then unable to comply with the new emission standards.

Built by Ferrari: 1973 Dino 246GTS with "chairs & flares" options.

The rhyming colloquialism “chairs and flares” (C&F to the Ferrari cognoscenti and these days the early Dinos are an accepted part of the family) is a reference to a pair of (separately available) options available on later production Dino 246s.  The options were (1) seats with inserts (sometimes in a contasting color) in the style used on the 365GTB/4 (Daytona) & (2) wider Campagnolo Elektron wheels (which the factory only ever referred to by size) which necessitated flared wheel-arches.  In the early 1970s the factory wasn’t too punctilious in the keeping of records so it’s not known how many cars were originally built equipped with the wider (7½ x 14” vs 6½ x 14”) wheels but some privately maintained registers exist and on the basis of these it’s believed production was probably between 200-250 cars from a total run of 3569 (2,295 GT coupés & 1,274 GTS spyders (targa)).  They appear to have been most commonly ordered on UK & US market cars (although the numbers for Europe are described as “dubious” and thought an under-estimate; there are also an unknown number in other countries), the breakdown of verified production being:

246GT: UK=22, Europe=5, US=5.
246GTS: UK=21, Europe=2, US=91.

The “chairs and flares” cars are those which have both the Elektron option and the Daytona-style seats but because they were available separately, some were built with only one of the two, hence the existence of other slang terms in the Dino world including “Daytona package”, “Sebring spyders” and, in the UK, the brutish “big arches”.  In 1974, the Dino's option list (in US$) comprised:

Power windows: $270.00
Metalic Paint: $270.00
Leather upholstery: $450.00
Daytona type central seat panels: $115.00
Air-conditioning: $770.00
14 x 7½ wheels & fender flares: $680.00
AM/FM/SW radio: $315.00
Electric antenna & speakers: $100.00

At a combined US$795.00, the C&F combination has proved a good investment, now adding significantly to the price of the anyway highly collectable Dino.  Although it's hard to estimate the added value because so many other factors influence calculation, all else being equal, the premium would seem to to be well over US$100,000.  Because it involves only wheels, upholstery and metal, the modifications are not technically difficult to emulate although the price of a modified vehicle will not match that of an original although unlike some of the more radical modifications to Ferraris (such as conversions to roadsters), creating a C&F out of a standard 246 seems not to lower its value.  These things are always relative; in 1974 the C&F option added 5.2% to the Dino GTS's list price and was just under a third the cost of a new small (in US terms as "sub-compact") car such as the Chevrolet Vega (1970-1977).

An enduring design: 2023 Porsche 911 Targa 4 (992).

Porsche didn’t complicate things, in 1966 offering the Targa as an alternative to the familiar coupé, then in series production since 1964.  Briefly, the company flirted with calling the car the 911 Flori but ultimately Targa was preferred and the appropriate trademarks were applied for in 1965, the factory apparently discovering targa in Italian means “number plate” or “license plate” only that year when the translators were working on international editions of the sales brochures.  The now familiar fixed, heated rear screen in safety glass was first offered in 1967 as an alternative to the one in fold-down plastic one and such was the demand it soon became the standard fitting.  The Targa carried over into the 911’s second and third generation being, re-designed for 1993 in a way that dispensed with the roll bar and it wouldn’t be until 2011 the familiar shape returned.

1970 Iso Grifo targa (Series 1, 350 cubic inch (5.7 litre) Chevrolet V8).

Among the small volume manufactures which in the post-war years found a lucrative niche in combining sensuous European coachwork with the cheap, powerful and robust American V8s, there was a focus of two-door coupés because (1) this was the example set by Ferrari and (2) there most demand in the segment clearly existed.  The ecosystem was sent extinct by the first oil shock of the early 1970s but in the era, some did offer convertibles and where not, there were specialists prepared to help.  There was though, the odd targa.  The achingly lovely Iso Grifo spyder (roadster) shown at the Geneva Motor Show in 1964 never reached production but in 1966, less than two years into the Grifo’s life (during which almost 100 had been made), the factory put a targa version on their stand at the Turin Motor Show.  It was only ever available to special order on a POA (price on application) basis and between then and the shuttering of the factory in 1974, fourteen Series I and four series II targas (at least one equipped with the 454 cubic inch (7.4 litre) big block Chevrolet V8) were completed.

Endurance

Endurance (pronounced en-doo r-uhns or en-dyoo r-uhns)

(1) The fact or power of enduring or bearing pain, hardships, etc.

(2) The ability or strength to continue or last, especially despite fatigue, stress, or other adverse conditions; stamina.

(3) Lasting quality; duration.

(4) Something endured, as a hardship; trial.

1485-1495: From the Middle English enduren from the Old French endurer, from the Classical Latin indūrō (to make hard).  Enduren displaced the pre-900 Old English drēogan (congnate with the Gothic driugan (to serve in arms) which survives dialectally as dree (tedious; dreary)).  The meaning "ability to endure suffering" was first noted in the 1660s. The older forms, enduraunce, indurance, induraunce are all long obsolete.  Construct was endure + ance; the suffix –ance (a process or action) added to the stem of verbs to form a noun indicating a state or condition, such as result or capacity, associated with the verb, this especially prevalent with words borrowed from French.  Many words ending in ance were formed in French by alteration of a noun or adjective ending in ant; ance was derived from the Latin anita and enita.

Endurance Racing

There’s no precise definition of endurance racing, it's just a form of competition of greater duration of length than most.  It’s bounced around over the years but events now regarded as endurance races tend to be over a distance of 625 miles (1000 km) or twelve or twenty-four hours long.  Long races existed from the early days of motorsport, the first twenty-four hour event being on an oval circuit at Dayton, Ohio in 1905, followed soon by the opening event at the purpose-built Brooklands circuit in 1907.  One of the epic races was the Targa Florio, first run in 1906.  Held originally on public roads in the mountains of Sicily near the capital Palermo, it was for decades the oldest event for sports cars and a round of the World Sportscar Championship between 1955-1973.  The first few races were a lap of the whole island but as the volume of traffic and competitors increased, it became too disruptive and the track length was reduced to the 72 kilometre (45 mile) Circuito Piccolo delle Madonie, each Targa Florio run over eleven laps.  Safety concerns and the oil crisis conspired to remove it from the world championship after 1973 and it was finally cancelled in 1977.  A much toned-down event is now run annually as a round of the Italian Rally Championship.

Further north, the thousand-mile Mille Miglia, also run on public roads, was first staged in 1927 and although soon one of the classic events on the calendar, it's the 1955 race to which a particular aura still attaches.  Won by Stirling Moss (1929-2020) and  Denis Jenkinson (1920-1996), they used a Mercedes 300SLR, a car which technically complied with the sports car regulations but was actually the factory's formula one machine (W196) with a bigger engine and a streamlined body with seats for two.  It wasn't exactly a "grand prix car with headlights" as some claimed but wasn't that far off.  Officially the W196S (Sports) in the factory register, for marketing purposes it was dubbed (add badged) as the 300SLR to add lustre to the 300SL Gullwing coupé then on sale.

Mercedes-Benz W196S (300SLR), Mille Miglia, 1955.

The race was completed in 10 hours, 7 minutes and 48 seconds, a average speed of 157.650 km/h (97.96 mph) (the course was never exactly 1000 miles and that year was 1,597 km (992 miles) and at times, the 300SLR touched almost 305 km/h (190mph) which enabled Moss to cover the last 340 km (211 miles) at an average speed of 265.7 km/h (165.1) mph.  The record set in 1955 will stand for all time because the Italian government banned the Mille Miglia after two fatal crashes during the 1957 event, one of which killed nine spectators and a cursory glace at the photographs showing crowds clustered sometimes literally inches from the speeding cars might suggest it's surprising not more died.  Today, the name of the Mille Miglia endures as a semi-competitive tour for historic racing cars which, run since 1977.  By contrast, events run on closed courses have survived, the most famous of which is the 24 Heures du Mans (the Le Mans 24 Hour) and well-known 1000 km, 12 & 24 hour races have been run at Sebring, Laguna Seca, Daytona, Bathurst, the Nürburgring and Spa Francorchamps.

Endurance racing: Porsche 917Ks sideways in the wet; Vic Elford (1935-2022, right #11) and Pedro Rodriguez (1940-1971, left #10), BOAC 1000km, Brands Hatch, April 1970.  The race was the third round of the 1970 World Sports Car Championship.  Chris Amon (1943–2016) put a Ferrari 512S on pole but the 1000 was won (by 5 laps) by Pedro Rodríguez & Leo "Leksa" Kinnunen (1943–2017) in a Porsche 917K entered by John Wyer (1909–1989).  Amon was impressed by the speed maintained by Rodríguez in atrociously wet conditions (although much improved from the lethally unstable version seen a year earlier, even by 1970 the 917 could be difficult to handle even on a dry surface) and is said to have remarked to his pit crew: "Can somebody tell Pedro it's raining?"

Some endurance required: In 2023, the Dowse Art Museum in Wellington, New Zealand, staged the exhibition exploring the 2014 installation at Fort Delta, Melbourne in July 2014 in which New Zealand based artist Claire Harris (b 1982) watched Ms Lohan's entire filmography back to back in a live performance art work over 28 hours.  The issues discussed included “how” and “why” and there were practical tips on developing the stamina required for such feats of endurance.  The companion 34 page illustrated book Happy birthday Lindsay Lohan, 2011-2014 is available on request from the National Library of New Zealand.  The pages are unnumbered, the rational for which is not disclosed.

As a general principle, an "endurance event" tends to be a longer version of something so it’s thus a relative as well as an absolute term.  In sport, something like the Marathon, run over 42 kilometres (26 miles) is the endurance event of running where as the shorter contests are sprints (such as the 100 or 200 meters) or “distance” races (such as the 5,000 or 10,000 metres).  However, were the Marathon not to exist, then the 10,000 would be the “endurance” event of the Olympic Games, the tag attaching to whatever is the longest form.  In other fields, “endurance” can be more nuanced because what some find an “act of endurance” to sit through, others relish and long for more.  Richard Wagner’s (1813–1883)'s Der Ring des Nibelungen (The Ring of the Nibelung, 1876 (usually referred to as “The Ring Cycle”)) is an opera of epic length in cycle consisting of four separate pieces, each of the composer regarded as “an opera”:

Das Rheingold: (The Rhinegold; some 2½ hours with no intermission)
Die Walküre: (The Valkyrie; some 4½-5½ hours with intermissions)
Siegfried: (some 5-5½ hours with intermissions)
Götterdämmerung: (Twilight of the Gods; some 5-6 hours with intermissions)

So, a performance of the Ring Cycle absorbs between 15-17 hours and is thus usually spread over several days, some productions staging the event across a month, each performance (usually three or four) held on a weekend.  Grand Opera really is the West’s greatest artistic achievement and among the aficionados, the Wagnerian devotees are the most dedicated and passionate, some travelling the world to compare and contrast different productions of the Ring.  For them it’s not usually a test of endurance (although a production of which they don’t approve will be a long 17 hours) because they relish every moment but for others it’s probably unthinkable.  Although it’s long been attributed to him, the US humorist Mark Twain (1835-1910) may never have said: “Wagner’s music isn’t as bad as it sounds”, the back-handed compliment reflects the view of the majority, brought up on shorter, more accessible forms of entertainment.  For them, one hour of Wagner would be an endurance test.

The three later individual pieces of The Ring are themselves epic-length operas and Wagner wrote a number in this vein including Die Meistersinger von Nürnberg (The Master-Singers of Nuremberg, 1868; 5-6 hours), Parsifal (1882; 4-5 hours), Lohengrin (1850; 4 hours), Tannhäuser (1845; 4 hours) and the incomparable Tristan und Isolde (1965; 4-5 hours).  What came to define “epic length” in Opera was: (1) the typical length of other works and (2) the powers of endurance of those on stage, in the orchestra pit or in the audience.  Other composers did tend to write shorter operas although Giacomo Meyerbeer (1791–1864), Giuseppe Verdi (1813–1901), Richard Strauss (1864–1949), Gioachino Rossini (1792–1868) and Hector Berlioz (1803–1869) all produced works running over four hours and it was not unusual for there to be two or even three intermissions.  For profligacy with time however, none match Wagner although some modern composers have written very long operas although their length seems other to be their only memorable feature.

Epics: On vinyl, tracks did lengthen and if the physical limits of vinyl were exceeded, the piece could be spread over more than one disk.  Iron Butterfly’s In-A-Gadda-Da-Vida (1968, left) was 17:05 in length, Jethro Tull’s Thick as a Brick (1972, centre) was 43:46 (over two disks) while Rush’s 2112 (1976, right) was 20:33.

Cast adrift from the moorings of endurance by internet streaming making available infinite playing time, “songs” in the twenty-first century can last literally hours and an illustrative example is The Rise and Fall of Bossanova by PC III (Michael J Bostwick) which weighs in at a Wagarian 13 hours, 23 minutes, and 32 seconds.  It seems between 2016-2020 to have held the Guinness World Record as the longest song officially released although whether this should be thought a proud boast or admission of guilt will be up to those who listen.  Ominously, one of the implications of AI (artificial intelligence) is that in theory, someone could release a song which, without hesitation, deviation or repetition, goes on forever.

Andy Warhol's Empire is occasionally screened but always on the basis that viewers may "come and go" at any point in its eight hour run-time.

In pop music, the “epic length piece” was shorter by virtue of technological determinism.  Modern pop music (as the term is now understood) began in the 1950s and the standard form of distribution by the 1960s was the LP (long-playing) vinyl album, first released in 1948.  Because the technology of the time limited the duration of music which could fit on the side of a LP disk to about 27 minutes, that became the upper limit for a single song and at that length, it could be called “epic length” or just “an epic”.  Some bands and individuals did produce “epics” with varied results and some were probably better enjoyed (or endured) with drugs.  Not discouraged by the limitations of vinyl, others noted the possibilities offered by double (2 disks) or even triple (3 disks) albums and penned “rock operas”, the need to change disks a convenient operatic touch in that it provided a intermission.  Andy Warhol (1928–1987) took the idea of the endurance test to celluloid, in 1965 releasing Empire, a silent film shot in black & white showing New York’s Empire State Building at night (form a single aspect).  Running for some eight hours and designed to be viewed in slow-motion, it received critical praise from the usual suspects and little interest among even those who frequented art-house cinemas.  Warhol issued as statement saying the purpose was “to see time go by” and it can’t be denied he succeeded, perhaps even more convincingly than his earlier five hour epic Sleep (1964) which was an edited collection of takes of a man sleeping.  Similar scenes may have been found among those who found watching Empire beyond their powers of endurance.

Hooptie

Hooptie (pronounced hoop-dee or whoop-dee (contested))

In slang, an old, worn-out car.

Circa 1960s: The slang hooptie is used to describe an old, battered car.  The origin is uncertain but it’s thought to have originated in African American urban vernacular sometime in the second half of the twentieth century.  The most common explanation is that the word is a phonetic adaptation from Coupe de Ville, a model of Cadillac produced 1949-2005 (although the factory used the syntax Coupe De Ville only from 1959; prior to that they were Cadillac DeVilles with coupe bodies).  Coupé was from the French couper (to cut), from the Old French coper & colper (to cut off), probably from cop (blow) or colp (which endures as the modern coup), with sense derived from the notion of “cutting off with a blow”.  It may correspond to a Vulgar Latin verb colpāre, a syncopated form of colaphāre (blow, cuff), from the Latin colaphus (a blow delivered by a fist).  The alternative etymology suggests a link with the Vulgar Latin cuppāre (to behead), from the Latin caput (head) although this has never received much support.  The term de ville was from the French phrase de la ville which translated literally as de (of) la (the) ville (city) and in the eighteenth & nineteenth centuries a “sedanca de ville” was a type of small, horse drawn carriage popular for use in the tight streets of cities.  The carriages featured an enclosed compartment for usually two-three passengers while the driver sat outside.  That configuration was adopted in the early coachwork of some automobiles and although production declined as fully-enclosed bodies began to prevail, the style remained on the lists of many coachbuilders until the outbreak of World War II (1939-1945).  In the post-war years there was the odd sedanca de ville which coachbuilders would build on special request by the 1970s the style was thought extinct, a feeling which Bentley’s quixotic semi-revival with the production of a few dozen Continental Sedanca Coupés (SC) in 1999 did little to dispel.  The SC was actually just an appropriation of the name and really a variation of a targa, the rear passenger compartment covered but not enclosed.

Lindsay Lohan assessing her hooptie: Herbie: Fully Loaded (2005).

There have been five alternative theories for the etymology: (1) One suggests both hoopdie & hooptie were both used in the African American community in the 1920s to describe a run-down or dilapidated house (a use perhaps derived from “hovel”) and over time the term came to be was applied to old cars in some advanced state of disrepair.  There is little support for this.  (2) It may be onomatopoeic and a reference to the tortured sounds which emanate from a defective machine in need of repairs.  There is little support for this. (3) It may be related to the phrase “hope I die”, the anthropomorphic notion being the car would sooner be crushed than continue in its dilapidated state.  There is no support for this.  (4) It may be from Hupmobile, a popular brand of car early in the twentieth century, the linguist progress being from “Hupmobile” to “hup” and finally to "hoop", the theory being the use was originally specific to neglected Hupmobiles and later generalized.  There is little support for this.  (5) Hooptie may be from the West African Wolof xub (broken down), the connection being many African Americans are descended from those brought to the US during the slave trade.  It’s thought not impossible but linguistic anthropologists seem unconvinced.  The link with the Cadillac Coupe DeVille (Cadillac followed the usual US practice and never spelled Coupé with the l'accent aigu (acute accent) on the final "e") remains most convincing because for decades, the model was a byword for automotive prestige in the US and it (and similar long cars from the era) is still used in music videos by African Americans.  The song My Hooptie by Sir Mix-a-Lot (stage name of Anthony L Ray (b 1963)) was released in 1989 and included on his album Seminar.  The alternative spellings are hooptee & hoopty.  Hooptie is a noun; the noun plural is hoopties.

Peak Cadillac Coupe DeVille is probably the 1968 model which, uniquely, combined the classic 1960s styling with the stacked headlamps with the new 472 cubic inch (7.7 litre) V8 which in the 1970s would grow to 500 cubic inches (8.2 litre) before shrinking in the post oil-shock world.  When, in 368 cubic inch (6.0 litre) form it was retired in 1984, it was the last of the old “big-block” V8s available in a passenger car.

Reflecting the etymology, the original use of coupé was to describe a horse-drawn carriage cut down to a smaller size to provide for greater speed & agility but by the time Cadillac released the Coupe de Ville in 1949, coupe had come generally to mean a two door car and DeVille was appended because it was known to be suggestive of something expensive or exclusive although presumably few were well acquainted with the literal translation.  That was probably just as well because the big Cadillacs weren’t ideal for use in densely populated and congested cities, even those of the late twentieth century US where the parking meters were further apart.  Adopting Cadillac’s usual conventions of nomenclature, the companion four-door models were called Sedan DeVille (It began in 1949 as de Ville and Cadillac published material with the spellings de Ville, De Ville & DeVille before standardizing the later) and the convertibles received no separate designation, labeled also Coupe DeVille.  Surprisingly, the two and four-door were the same length which must have helped with production-line rationalization.

My Hooptie by Sir Mix-a-Lot (Lyrics © Universal Music Publishing Group)

My hooptie rollin', tailpipe draggin'
Heat don't work an' my girl keeps naggin'
Six-nine Buick, deuce keeps rollin'
One hubcap 'cause three got stolen
Bumper shook loose, chrome keeps scrapin'
Mis-matched tires, and my white walls flakin'
Hit mickey-d's, Maharaji starts to bug
He ate a quarter-pounder, threw the pickles on my rug
Runnin', movin' tabs expired
Girlies tryin' to dis 'n say my car looks tired
Hit my brakes, out slid skittles
Tinted back window with a bubble in the middle
Who's car is it? Posse won't say
We all play it off when you look our way
Rollin' four deep, tires smoke up the block
Gotta roll this bucket, 'cause my Benz is in the shop
My hooptie - my hooptie
Four door nightmare, trunk locks' stuck
Big dice on the mirror, grill like a truck
Lifters tickin', accelerator's stickin'
Somethin' on my left front wheel keeps clickin'
Picked up the girlies, now we're eight deep
Cars barely movin', but now we got heat
Made a left turn as I watched in fright
My ex-girlfriend shot out my headlight
She was standin', in the road, so I smashed her toes
Mashed my pedal, boom, down she goes
Law ain't lyin', long hairs flyin'
We flipped the skeez off, dumb girl starts cryin'
Baby called the cops, now I'm gettin' nervous
The cops see a beeper and the suckers might serve us
Hit a side street and what did we find?
Some young punk, droppin' me a flip off sign
Put the deuce in reverse, and started to curse
Another sucker on the south side about to get hurt
Homey got scared, so I got on
Yeah my group got paid, but my groups still strong
Posse moved north, headin for the CD
Ridin' real fast so the cops don't see me
Mis-matched tires got my boys uptight
Two Vogues on the left, Uniroyal on the right
Hooptie bouncin', runnin' on leaded
This is what I sport when you call me big-headed
I pot-hole crusher, red light rusher
Musher of a brother 'cause I'm plowin' over suckers
In a hooptie
It's a three-ton monster, econo-box stomper
Snatch your girly, if you don't I'll romp 'er
Dinosaur rush, lookin' like Shaft
Some get bold, but some get smashed
Cops say the car smokes, but I won't listen
It's a six-nine deuce, so the hell with emissions
Rollin' in Tacoma, I could get burned
(Sound of automatic gunfire) Betta make a you-turn
Spotted this freak with immense posterior
Tryin' to roll smooth through the Hilltop area
Brother start lettin' off, kickin' that racket
Thinkin' I'm a rock star, slingin' them packets
I ain't wit' dat, so I smooth eject
Hit I-5 with the dope cassette
Playin' that tough crew hardcore dope
The tape deck broke
Damn what's next, brothers in Goretex
Tryin' to find a spot where we could hunt for sex
Found a little club called the N-see-O
Military, competition. You know.
I ain't really fazed, 'cause I pop much game
Rolled up tough, 'cause I got much fame
"How ya doin' baby, my name is Mixalot"
"Mixalot got a Benz boy, quit smokin' that rock"
Ooooh, I got dissed. But it ain't no thing
Runnin' that game with the home made slang
Baby got ished, Bremelo gip.
Keep laughin' at the car and you might get clipped
By a hooptie
Runnin' outta gas, stuck in traffic
Far left lane, throwin' up much static
Input, output, carbeurator fulla soot
"Whatcha want me to do Mix?"
Push freak, push
Sputter, sputter rollin' over gutters
Cars dip low with hard core brothers
Tank on E, pulled into Arco
Cops on tip for Columbian cargo
We fit a stereotype, that's what he said
Big long car, four big black heads
Cops keep jockin', grabbin' like 'gators
'Bout stereotypes, I'm lookin' nuthin' like Noriega
Cop took my wallet, looked at my license
His partner said "Damn, they all look like Tyson"
Yes, I'm legit, so they gotta let me go
This bucket ain't rollin' in snow
It's my hooptie

Penthouse

Penthouse (pronounced pent-hous)

(1) An apartment or dwelling on the roof of a building, usually set back from the outer walls.

(2) Any specially designed apartment on an upper floor, especially the top floor, of a building.

(3) A structure on a roof for housing elevator machinery, a water tank etc.

(4) Any roof-like shelter or overhanging part.

(5) In Real Tennis, a corridor having a slanted roof and projecting from three walls of the court.

(6) As mechanical penthouse, a floor, usually directly under a flat-roof, used to house mechanical plant & equipment.

(7) A special-interest magazine, aimed at a mostly male audience and published in several editions by a variety of owners since 1965.

1520–1530: Despite the appearance penthouse is not a portmanteau (pent + house) word.  Penthouse is an alteration (by folk etymology) of the Middle English pentis, pentiz & pendize (and other spellings), from the Old French apentiz & apentis (appendage, attached building), the construct being apent (past participle of apendre (to hang against)) + -iz (the French -is ) from the unattested Vulgar Latin –ātīcium (noun use of neuter of the unattested –ātīcius, the construct being the Latin -āt(us) (past participle suffix) + -īcius (the adjectival suffix)).  Old French picked up apentis from the Medieval Latin appendicium (from the Classical Latin appendo (to hang) & appendere (to hang from).  A less common alternative variant to describe a shed with a sloping roof projecting from a wall or the side of a building was pentice.  Penthouse is a noun; the noun plural is penthouses.

1965 Iso Grifo Bizzarini A3/C, Le Mans, 1965.

One of the most admired of the trans-Atlantic hybrids of the post-war years (1945-1973) which combined elegant coachwork, (hopefully) high standards of craftsmanship and the effortless, low-cost power of large-capacity American V8 engines, the Iso Grifo was produced between 1965-1974 by the Italian manufacturer Iso Autoveicoli.  Styled by Bertone’s Giorgetto Giugiaro (b 1938) with engineering handled by the gifted Giotto Bizzarrini (1926-2023), the Grifo initially used a 327 cubic inch (5.3 litre) version of the small-block Chevrolet V8, coupled with the equally ubiquitous Borg-Warner four & five speed manual gearbox or robust General Motors (GM) automatics.  Later, after some had been built with the big-block Chevrolet V8, GM began to insist on being paid up-front for hardware so Iso negotiated with the more accommodating Ford Motor Company and switched to 351 cubic inch (5.8 litre) versions of their 335 (Cleveland) engine.

1955 Iso Isetta.

Iso was already familiar with the mechanical configuration, production of their Rivolta coupe, equipped also with the Chevrolet 327, having begun in 1962.  The Rivolta, let alone the Grifo was quite a change of direction for Iso which until then had produced a variety of appliances, scooters & moto-cycles, it’s most famous product the Isetta, one of the generation of “bubble cars” which played such a part in putting Europeans back on (three or four) wheels during the re-construction of the post-war years.  Surprisingly, despite the prominence of the Isetta name and the Italian association, barely a thousand were actually manufactured by Iso, the overwhelming majority produced in many countries by BMW and others to which the a license was granted.  Powered by tiny two and four-stroke engines, their popularity waned as “real” cars such as the Fiat 500 (1955) and later the Mini (1959) emerged; although costing little more than the bubble cars, they offered more space, performance and practicality.  By the early 1960s, the bubble cars were driven almost extinct but, as a tiny specialized niche, they never completely vanished and the Isetta is enjoying a twenty-first century revival as model urban transportation, including the option of electric propulsion.

1968 Iso Rivolta.

The Rivolta was thus quite a jump up-market and, while the engine wasn't the bespoke thoroughbred found in a Ferrari or Aston-Martin, the rest of the specification justified the high price.  Unlike some of the British interpretations using American V8s, Iso insisted on modernity, the platform probably the best of the era, the body welded to a pressed-steel chassis, a combination which proved both light and stiff.  Just as importantly, given the high rate of corporate failure among those attracted to this potentially lucrative market, it was cost-effective to manufacture, reliable and easy to service.  Probably the feature which let it rank with the most accomplished of the era was the sophisticated de Dion rear suspension which, combined with four wheel disc brakes, lent it a rare competence.  The de Dion design was not an independent arrangement but certainly behaved as if it was and, despite what Mercedes-Benz claimed of their beloved swing-axles, was superior to many of the independent setups on offer.  A noted benefit of the de Dion system is it ensures the rear wheels remain always parallel, quite an important feature in an axle which has to transmit to the road the high torque output of a big V8, a lesson Swiss constructor Peter Monteverdi (1934–1998) applied later in the decade when he went into production using even bigger engines.  Iso, with a solid base in accounting and production-line economics, ran an efficient and profitable operation not beset by the recurrent financial crises which afflicted so many and the elegant Rivolta was a success, remaining available until 1970.  Some eight hundred were sold.

1967 Iso Grifo Series One.

The Rivolta’s platform proved adaptable.  In 1965, Iso released the Grifo coupé, more overtly oriented to outright performance and strictly a two-seater.  With lovely lines and a modified version of the Rivolta’s fine chassis, the Grifo was another product of the fertile imaginations of Giugiaro & Bizzarrini but, in something not untypical in Italian industry of the time, the relationship between the latter and Iso’s founder Renzo Rivolta (1908–1966) soon became strained and was sundered.  Bizzarrini would go on to do remarkable things and Iso’s engineers assumed complete control of the Grifo after the first few dozen had been completed.  Bizzarrini had pursued a twin-stream development, a competition version called the A3/C with a lower, lightweight aluminum body as well as the road-going A3/L and when he decamped, he took with him the A3/C, to be released also under his name while Iso devoted its attentions to the A3/L, again using engine-transmission combinations borrowed from the Corvette.

1964 Iso Grifo Spider.

The Grifo weighed a relatively svelte 1430 kg (3153 lbs) in what must have been a reasonably slippery shape because the reports at the time confirmed some 240 km/h (150 mph) was easily attained, an increase on that managed by the Corvette and, when configured with the taller gearing the factory offered, the factory claimed 260 km/h (162 mph), was possible.  A test in the UK in 1966 almost matched that with a verified 161 mph (259 km/h) recorded and two year later, the US publication Car & Driver 1968 tested a 327 Grifo but didn't to a top-speed run, instead estimating 157 mph (253 km/h) should be possible given enough road.  There were surprisingly few variations, fewer than two-dozen made with a targa-style removable roof panel and a single, achingly lovely roadster was displayed on Bertone's stand at the 1964 Geneva Motor Show; it remained a one-off although a couple of coupés privately have been converted.

1970 Iso Grifo Series Two.

The bodywork was revised in 1970, subsequent cars listed as series two models.  The revisions included detail changes to the interior, improvements to the increasingly popular air-conditioning system and some alterations to the body structure, the hydraulics and the electrical system, most necessitated by new regulatory requirements by some European countries but required mostly in an attempt to remain compliant with the more onerous US legislation.  The most obvious change was to the nose, the headlamps now partially concealed by flaps which raised automatically when the lights were activated.  Presumably the smoother nose delivered improved aerodynamics but the factory made no specific claims, either about performance or the drag co-efficient (CD) number.

1972 Iso Lele & 1972 Iso Fidia.

In 1972, an unexpected change in the power-train was announced.  After almost a decade exclusively using Chevrolet engines, Iso issued a press release confirming that henceforth, the series two Grifo would be powered by Ford’s 351 cubic inch (5.8 litre) 335 series (Cleveland) V8.  In the state of tune chosen by the factory (essentially the same as fellow Italian specialist De Tomaso were using in their mid-engined Pantera), the Ford engine was similar in size, weight to the small-block Chevrolet and delivered similar power and torque characteristics so the driving experience differed little although there were 22 high-performance Leles using a tuned 351, all with a ZF five-speed manual gearbox.  The other improvement in performance was presumably Iso’s balance sheet.  The switch had been made because internal policy changes at GM meant they were now insisting on being paid up-front for their product whereas Ford was still prepared to offer an invoice with a payment term.  The change extended to the other models in the range, the Lele coupé and Fidia saloon and while the Chevrolet/Ford split in the Lele was 125/157, the circumstances of the time meant that of the 192 Fidias made, only 35 were fitted with the 351.

1969 Iso Grifo 7 Litre (427).

One of the trends which made machines of the 1960s so memorable was a tendency never to do in moderation what could be done in excess.  In 1968, Iso announced the Grifo 7 Litre, built following the example of the US manufacturers who had with little more than a pencil and the back of an envelope worked out the economics of simple seven litre engines were more compelling than adding expensive components like overhead camshafts and fuel-injection to five litre engines.  Petrol was, of course, cheap and limitless.  Petrol actually wasn’t as cheap in Italy or the rest of Europe but Iso’s target market for the Grifo was those who either could afford the running costs or (increasingly) paid their bills with other people’s money (OPM) so fuel consumption wasn’t something often considered.  The new version used a 427 cubic inch (7.0 litre) version of the big-block Chevrolet V8, bigger and heavier than the 327 so the driving characteristics of the nose-heavy machine were changed but contemporary reports praised the competence of the chassis, the de Dion rear-end notably superior in behavior compared with the Corvette’s independent rear suspension although some did note it took skill and often a sense of restraint, effectively to use the prodigious power.  Tellingly, the most receptive market for the Grifos, small and big-block, was the Federal Republic of Germany (FRG, the old West Germany) with its network of highways without the tiresome speed limits elsewhere imposed and (even in Italy), often enforced.  The autobahn really was the Grifo's native environment.   

1970 Iso Grifo Can Am (454).

Faster it certainly was although the factory’s claim of a top speed of 186 mph (a convenient 300 km/h) did seem optimistic to anyone with a slide-rule and there appears not to be any record of anyone verifying the number although one published test did claim to have seen well over 255 km/h (150 mph) with the Grifo still "strongly accelerating" before “running out of road”.  It had by then become a genuine problem.  Gone were the happy times when testers still did their work on public roads; increased traffic volumes by the late 1960s meant the often deserted stretches of highway (in 1956 an English journalist had taken a Mercedes-Benz 300SLR Coupé to 183 mph (294 km/h) on the autobahn) were now rare but whatever the terminal velocity, nobody seemed to suggest the 7 litre Grifo lacked power.  In 1970, after Iso’s stock of the by-then out-of-production 427 were exhausted, the big-block car was re-named Can-Am and equipped instead with a 454 cubic inch (7.5 litre) version, the name an allusion to the unlimited displacement Group 7 sports car racing series run in North America in which the big-block Chevrolets were long the dominant engine.  Despite the increased displacement, power actually dropped a little because the 454 was detuned a little to meet the then still modest anti-emission regulations.

1971 Iso Grifo Can Am (454).

Unlike the 427 which breathed through three two barrel carburetors, the 454 was equipped with less intricate induction, a single four barrel and, officially, output dropped from 435 horsepower to 390 but, these were gross (SAE) numbers and Detroit’s high-performance engines in this era were rated at something around what a manufacturer thought would be acceptable (all things considered), rather than an absolutely accurate number but the 454 certainly was just a little less potent than the 427 although it's probable few owners often went fast enough to tell the difference.  What didn’t change between the 7 Litre and the Can Am was its most distinctive feature, the modification to the hood (bonnet) made to ensure the additional height of the 427's induction system could be accommodated.  The raised central section, the factory dubbed "the penthouse".

Penthouse on 1969 Iso Grifo 7 Litre (427).

Not everyone admired the stark simplicity, supposing, not unreasonably, that Giugiaro might have done something more in sympathy with its surroundings.  Critics more stern would have preferred a curvaceous scoop or bulge and thought the penthouse amateurish, an angular discordance bolted unhappily atop Giugiaro’s flowing lines  but for those brought up in the tradition of brutalist functionalism, it seemed an admirable tribute to what lay beneath.  The days of the big-block Grifo were however numbered.  In 1972, with Chevrolet no longer willing to extent credit, and Ford’s big-block (429 & 460) engines re-tuned as low-emission (for the time) units suitable for pickup trucks and luxury cars, the Can-Am was retired.  So the small-block 351 Grifo became the sole model in the range but it too fell victim to changing times, production lasting not long beyond the first oil shock in October 1973 which made petrol suddenly not only much more expensive but sometimes also scarce and the whole ecosystem of the trans-Atlantic machines became threatened and in little more than a year, Iso was one of the many dinosaurs driven extinct.  Decades later, the survivors of the 412 sold are highly desirable; fine examples of the small-block Grifos attract over US$500,000, the few dozen penthouse cars can sell for up to a million and the rare early A3/Cs for well over.

Not fans of brutalist functionalism were the Lancia-loving types at Road & Track (R&T) magazine in the US.  Late in 1974, R&T published their 1975 buyer’s guide for imported and domestically-built smaller cars (R&T neither approving of nor understanding why anyone would wish to buy a big American car) and surprisingly, there were reviews of the Grifo, Lele and Fidia although the last of these sold in the US some two years earlier had been titled as 1973 models, the company having never sought to certification to continue sales although, given nothing had been done to modify them to meet the new safety regulations, that would likely have been pointless unless the strategy was to seek a "low volume" exemption, something improbable by 1975.  The distributors had however indicated to the press all three would return to the US market in 1975, supplying publicity photographs which included a Series II "penthouse" Grifo although the big-block cars hadn't been built in Italy since 1972.  A further complication was that during 1974, Ford had discontinued production of the high-performance 351 (the "Cleveland" 335 series) V8 so it wasn't clear what power-train would have been used.  Others had the same problem, De Tomaso (which withdrew from the US market in 1974) switching to use tuned versions of the Australian-built Cleveland 351s but for Iso, the whole issue became irrelevant as the factory was closed late in 1974.  R&T's last thoughts on the penthouse appeared in the buyer's guide:

"However, the clean lines of the original Grifo have been spoiled by that terrible looking outgrowth on the hood used for air cleaner clearance.  For US$28,500 (around US$150,000 in 2024 $ although direct translation of such a value is difficult to calculate because of the influence of exchange rates), a better solution to this problem should have been found."

View from the penthouse in which Lindsay Lohan lived in 2014, W Residences, Manhattan, New York City.